Course changing means for automatically steered ships



Dec. 24, 1935.

ES. HODGMAN COURSE CHANGING MEANS FOR AUTOMATICALLY STEERED SHIPS Filed June 30, 1932 4 Sheets-Sheet l Dec, 24, 1935. F. s. HQDGMAN COURSE CHANGING MEANS FOR AUTOMATICALLY STEERED SHIPS Filed June 30, 1932 4 Sheets-Sheet 2 1n n n u u Dec. 24, 1935. s HODGMAN 2,025,@54

COURSE CHANGING MEANS FOR AUTOMATICALLY STEERED SHIPS Filed June 30, 1952 4 Sheets-Sheet 5 AJ I a o o u o o o q a o o o c o o o o lll l l l F INVENTOR fifgm/c/rfi Mae/mm I a I I ATTORNEY. 7

24, 19359 F. s. HODGMAN 9 9 COURSE CHANGING MEANS FOR AUTOMATICALLY STEERED SHIPS 4 Sheets-Sheet 4 INVENTOR PICK 3 honsm N.

WM/W TTORNEY.

Patented Dec. 24, 1935 UNITED STATES COURSE CHANGING MEANS FOR AUTO- MATICALLY STEERED SHIPS Frederick S. Hodgman, Glen Rock, N. J assignor to Sperry Gyroscope Company, Inc., Brooklyn, N. Y., a corporation of New York Application June 30, 1932 Serial No. 620,111

13 Claims.

This invention relates to the remote control of dirigible vessels, such as ships, and more especially to the remote control of the steering thereof. Automatic steering of ships (the gyro pilot) from gyroscopic compass baselines is now common practice and one object of the present. invention is to devise a remote control which may be readily placed on a ship already equipped with such an automatic steering gear but without any one on board, for steering the same from the shore or another ship. According to the present invention an impulse step-by-step system of radio control is employed wherein one signal of predetermined characteristics will cause the ship to turn a predetermined amount, .say 5 degrees, while if the signal is repeated, say ten times in succession, the course will be changed by ten times that amount or 50 degrees. By using a signal of different characteristics, for example of different ,wave length, a course change in the opposite direction may be efiected in a similar manner. Very large course changes could not be effected in the average gyro-pilot and it is one object of the present invention to adapt the gyro,

pilot to making any predetermined course change without losing synchronismwith the ship.

My invention also has application to the control of the ships rudder by a very simple means, such as a push button system, which may operate in a manner similar to a radio controlled system except that a system of multiple signals is employed using ordinary push buttons and wires, one press of the right turn button operating to turn the ship through five degrees, for instance, two presses through ten degrees, etc.

, By such means the ships course may be quickly changed by an observer in the fighting top to avoid the path of a sighted torpedo, thus saving the time necessary for the observer to.transmit the information to the pilot house and for the .pilot to turn the wheel from there.

For the complete control of a remote vessel,

especially if the latter is out of sight, it is not Referring to the drawings,

Fig. 1 is a diagram showing how my invention is applied to a ship equipped with automatic steering gear.

FigTZ is a wiring diagram of the connections from the two controllers to the steering motor.

Fig. 3 is a wiring diagram of the course broadcasting device on the controlled vessel.

Fig. 4 is a development of the signal transmitting cam thereof.

Fig. 5 is a side view of said cam.

Fig. 6 is an end view thereof.

Fig. 7 is a wiring diagram of a portion of the ships speed broadcasting device.

Fig. 8 is a vertical section of the repeater compass having the course broadcasting device control thereon.

Fig. 9 is a plan view of the same with a portion of the card and top broken away.

Referring to Fig. 1, the parts of a standard 20 automatic steering gear will be recognized in the drawings as follows:

The course-controlling repeater motor is shown at. I, said motor being actuated as usual from a transmitter 2 on a gyroscopic or other compass 3. The repeater motor actuates through gearing 4 one side of a differential gear train 5. The planetary arm I of said train drives the controller 9 through the usual lost motion device 8. Said arm also turns the course indicating pointer P. Said controller is shown as comprising the usual reversing contacts l0 and ll and the trolley arm I2 (see also Fig. 2) having thereon the lower trolley I 2' bearing on connector ring I3. As is usual in such controllers, the trolley arm is geared to rotate many times as fast as the ship turns, so that an accurate control is eflected. The usual follow-up is provided by mounting the rings I 0, l I, [3 in a rotatable member l4 driven by gear l5 from a pinion E6 on shaft I'lf The usual 'telemotor lost motion is shown at 16'. The steering motor 20 for operating the rudder i9 is shown as connected to said lost motion device through reduction gear 2!, throw-out clutch 22, reduction gear 23 and the pin and slot connection 24 between an arm 25 on shaft 26 and a slot in arm 21 on shaft 28. The connections from the motor 20 to the rudder are shown diagrammatically as a sprocket and chain connection 29 to the shaft 30 carrying the cable drum 3B which is connected to the rudder 59 through usual cable system 32. It will be understood that any suitable system may be employed fromthe motor to the rudder, either power multiplying or direct as desired. A large handwheel 33 may be provided for direct steering, if desired, at which time clutch 22 is thrown out by handle 33. Course changing may also be manually 'efiected through the main controller by a small handwheel- 34 which turns through gearing 35 the third side 36 of said difierential 5.

The gear so far described is intended merely to be illustrative of a typical automatic steering equipment for ships. In order to control the rudder from a distance at will, I prefer to employ an auxiliary controller 31 which preferably has a one-to-one relation to the movements of the ship controlled thereby instead of being geared up as is the controller 9. In other words, a 5- degree movement, for example of the trolley arm 38 thereof will cause a corresponding S-degree turn of the ship. Control 37 maybe referred to as a coarse or synchronous controller as distinguished from the high speed or fine controller 3. I have shown trolley arm 38 of the controller 31 as turned through reduction gearing 39 from the shaft d0 of trolley arm i2. correspondingly, the mounting dlfor the contact rings ill; I I, I3 is turned through reduction gear 62 from the member Id carrying the rings H], H and [3. The two controllers are thus geared together in permanent relationship and both control the motor 23. r The arrangement is such, however, that the fine controller governs the motor 20 when the vessel is on or near its set course, while the coarse or synchronous controller takes over the control synchronous. Such a result may be conveniently v secur'ed by the arrangement shown in Fig. 2. m

Motor 20 is hereshown as provided with oppositely wound fields '46 and 66 to simplify the.-

reversing connections. The controller 9 is provided with narrow insulation segments .67 between rigns l0 and I I and since it is geared up to the compass the trolley will be moved oif the insulation segment upon slight, deviation of the ship on to segment ID or i I, thus sending current through the proper field 45 or 46 and the armature of the motor to run it in a direction to bring the ship back to its course. The trolley 38 of the coarse controller, on the other hand, is not moved ofl its insulation 68 at this time.

In case of-a substantial course change or large deviation of the ship, trolley 52 may be moved around more than 180. This will move the trolleyarm 38so that the upper trolley 38' contacts with one or the other of segments [0 or H'- while the lower trolley 69 is moved off of the short conducting segment 50 and on to the insulated inner portion 59 of the ring I 3'. The outer portion of said ring, however, is provided with an annular conducting strip 53 on which bears a collector brush 56. With the trolley in the position shown in Fig. 2, the lead-in current for the controller 9 passes first through the trolley 49, then through the segment 50 and strip 53 to the brush 20, thus driving it in the proper direction to bring the ship back near its course where the fine controller assumes control. In this manner accurate steering is retained while complete control is with the remote control signals.

never lost through loss of synchronism between the controller and ship.

The radio or other remote control coursechanging device may be brought in through the same shaft 55 to which the change-course wheel 5 34 is connected. As shown a clutch 56 is provided in the shaft 51 geared to the shaft 55 so that the remote control may be thrown in and out as desired by handle 56'. The extension 51' of said shaft may be turned from a small reversible 1 servomotor 58 which is operated in accordance A conventional wireless receiving set is represented at 60 in which the antenna is shown at 6| and detector tube at 62. A plurality of oscillating circuits 15 tuned to different frequencies may be connected thereto. One such circuit is shown at 65 and is tuned for a predetermined frequency so that when such frequency is received an output is delivered through suitable amplifying relay R to 20 turning right and the other for turning left and 25 one sending out a signal of a frequency to energize magnet 63 and the other to energize magnet 65. Obviously magnets 63 and 65 could be excited directly from push buttons 92, 93 on the same ship,

if desired, for trial purposes or as a new type of 30 push button rudder control.

Upon excitation, magnet 63 completes a contact from one side of the line to contacts 61 and 68. The former operates to light a signal lamp 69 (for example, colored green) and to excite a lock-out 35 relay 10. The latter contact 88 completes a circuit through a back-contact il on relay ill to a right motor control relay l2 and thence through "a back-contact 86 on left motor control relay l2 and thence to the other side of the line. A par- 49 allel circuit from contact ll leads to athird or lock-in relay 74. and a lock-in contact '15 there- From the lock-in relays 76 and it the current is led to the other side of the line through a 45 contact which is controlled by a speed-responsive or fly ball governor mechanism 88 on shaft 57'. Said contact is normally held closed by a spring 89 but when the shaft 51' is rotated the centrifugal balls raise the outer end of the lever 90 and open the switch.

Relays l2 and 72' operate to directly control the servomotor 58, and relay 12' is controlled from magnet 65 in the same manner from cor-- responding relays i0 and M and contact 85, 55 corresponding parts being shown by the same reference numerals primed. Lamp 69' in this instance may be red. To simplify all circuits, the motor is shown with opposed series field windings ll, 57', although it will be understood 0 that the motor may be reversed in any conventional manner through additional relays. Also some lock-out relays are omitted for the sake oi. clearness.

The energization of the relay '52 makes front 55 contacts 36, thus closing a circuit from the negative side of the line through'one field winding ll of the motor 58, thus turning the motor in one direction. At the same time the excitation of lock-in relay 7d withdraws the latch 80 from a 7 notch 88 in a disc 82 on shaft 51', thus permitting the shaft to be turned from the motor 58. However, the energization of the look-out relay it (which is of the delayedaction type) breaks the backcontact ii thus deenergizing the relay. 7

. avoid confusing of signals.

14 immediately after the disc has started to rotate so that the latch is ready to drop into the notch 8| under the influence of spring I82 as soon as the disc makes one revolution, in spite of the fact that the lock-in contact '75 has been closed, thus completing a direct circuit from the negative side of the line through magnet 14 and switch and'through magnet I2 and contact 86. Switch 85, however, has in the meantime been opened by the centrifugal'governor, thus breaking the circuit through the magnet I4 and permitting contact I5- to be opened as soon as the notch is reached. At this point the circuit through coil 12 is broken and all switches restored to the original position ready for another impulse.

In other words, a single impulse from the key 66 will rotate shaft 5'! through one complete rotation and no more, regardless whether the impulse is of long or short duration. On the other hand an impulse from the key 66' will operate in a similar manner through magnet 65, switches 61, 68', lock-out relay I0 and lock-in relay I4 and their attached switches, thus driving the motor 58 in the opposite direction by ex.- citing the opposed field 11. Motor 58 is preferably connected to shaft 51 through a slip friction clutch 98 so that when latch 80 or 80 falls into the corresponding notch on disc 82 or 82 the shaft 51' may be brought instantly to rest regardless of the momentum of the motor armature, the clutch slipping at that time.

The operation of this part of my invention is as follows: A straight course is normally maintained from the gyro compass. Suppose that it is desired to change the course to the right by 45: The operator then presses the right button s 66 nine times (if the change course device operates on five degrees increments). This will cause nine successiveactuations of the relays 63, I0, I2 and I4 and hence nine complete turns of the discs 8|, latch 80 dropping into the notch 8| at the end of each turn and being withdrawn again by the next impulse. The accuracy of the turn will not be interfered with by any unevenness in sending impulses as long as they are not sent faster than the time increment for the disc 82 to make one revolution. As this may be made very short, say one-third second, the operator need only avoid extremely rapid sending in order to No matter how short or how long each impulse may be, the disc 82 is only rotated through one revolution. In case of a short impulse, a complete revolution is assured by the lock-in relay contact 15 and the fact that the contact 85 is not opened until the shaft 57' is rotated through an appreciable angle tocome up to speed. A long impulse will not effect any greater rotation of the disc 82 on account of thelock-out relay contact II which breaks the main circuit immediately after relay I4 is excited. A left turn would, of course, be made by operation of the key 66 and interference by a hostile sending station could be prevented by holding down both of the keys which prevents any operation of the change course mechanism and keeps the ship on its original course.

As above stated, I prefer to control the device for broadcasting the ships course from the same compass 3 used as a baseline for the automatic steering device. To this end I provide a special repeater compass I00 driven from a transmitted 2 on the compass 3 (Fig. l) and shown in detail in Figs. 8 and 9. The card IM of said repeater compass is provided with a special plate I02 on which is mounted a pair of spring pressed brushes or trolleys I03I04. Trolley I03 is shown as engaging a split ring I05 having four segments I20, I2I, I22, and I23 (the first three for one hundred degrees each and segment I23 for 5 sixty degrees), while the trolley I04 engages a plurality of segments I06 spaced every few degrees, say every 10 degrees, around the periphery of the casing. The compass card and plate I02 are maintained in the same position as'the master compass by repeater motor I01 which may be geared to the card through a plurality of reduction gears shown as comprising a pinion I08 on the shaft of the repeater motor which meshes with a gear I09 loosely mounted on a shaft H0. 15

Secured to shaft I I0 is a second gear III which is connected to the gear I09 through a spring fork II2 pinned at its center to gear I09 and having its outer ends engaging around a pin I I3 on the gear III. Gear III is also provided with 20 a pair of fixed stops II4I I 4' which engage one or the other side of the spring fork after a predetermined displacement between the two gears. Also mounted on the shaft H0 is a pinion H5 which meshes with a gear H6 on the shaft II! of the repeater card HH and plate I02. Also meshing with gear I I I is a gear I I8 on the shaft H9 of which are mounted a plurality of contact rings 220, 22I, and 22I', each having a cooperating trolley I30, I3I, and I3I', and also a cam sur- 30 face 222, against which bears a spring-pressed roller 223. It will be seen, therefore, that the shaft 9 rotates much faster than the shaft III, the ratio preferably being 36 to 1. Each section of commutators 22I and 22I' corresponds to 5, which, for purposes of illustration, is taken as the smallest unit change it is desired to broadcast. Spring arm II2 cooperates with spring finger 223 in preventing the trolleys I04 and I 03 from stopping mid-way between any two segments I06 or those on I05 and for preventing trolleys I3I and I 3| from stopping on the insulated sections of commutators 22I, 22I. Owing to the yielding connection and the temporary stopping action of the spring finger 223 45 against one ofthe cam surfaces 222, 222, the shaft H9 is held stationary as the repeater motor l0'I revolves until the .strength of the spring H2, as increased by contact with pin lid-i I4, causes the cam to snap past the roller 223, the 50 trolleys I03 and I04 being then thrown on the next sector I06 and the trolleys I3I, I3I' across to the opposite sector. Cam 222' acts similarly to prevent trolleys i3i, 03E from stopping on the opposite insulated section.

Referring now to the wiring diagram in Fig. 3, it will be seen that section I20 of ring I05 is a silent section, as this corresponds to zero to 90 degrees. Section I2i, which is designed to transmit signal I00 for angles from to de- 60 grees, is connected to a brush 525 on a continuv ously rotated commutator element H26, while segment I22, designed to transmit from .200 to 290 degrees, is connected to a second brush I2! of said commutator, and the last segment I23 which transmits from 300 to 350 degrees is connected to a third brush I28 of said commutator. It should also be noted that the ten degree sectors of commutator E06 are arranged in three groups ranging from zero to 90 degrees each, and a fourth group of from zero to 50 degrees. It should also be noted that the first sector 52! of commutator 106 is silent.

Commutators 22! and 22fl' which are driven at 36 to 1 speed are each divided into two halves, 75

one half corresponding to 0 and the second half to 5. Going in a counter-clockwise direction from sector I26 it will be noted that a silent portion I20 of the 100 ring I05 lies thereunder for somewhat'more than 90 so that commutator I06 only is efiective. Beyond this, however, both commutators I05 and I06 are efiective to transmit both hundreds and tens. It will be understood that the device is sodesigned that while the trolley I00 is on the first half of each tens sector, the trolleys I3I and I3I lie first on the zero or blank half of the commutators and then on the five degree or live section of the commutators.

To enable these brushes and commutators totransmit suitable signals through a wireless sending instrument, each sector in the arrangement above indizated is connected to a brush or trolley I35 on the'aforesaid commutating cylinder I26. Like contacts in each of the aforesaid groups are connected in parallel to the same brush so that the same contact of each group will send out the same signal, that is to say, the 20 sector III (for instance) in one group is connected to the same brush I15 as the sectors I12, I13 and I10 so it actuates the same signal as 20 in any of the other groups for 202 120", 220, and 320. On the surface of this cylinder are'provided long and short projections I31 as the case may be correspending to the' dashes and dots of the tele-, graphic code, which, as the roller or cylinder rotates, are adapted to engage the spring-pressed trolleys, one of which cooperates with each section of the commutator. When a projection engages a trolley, the latter closes a contact I40 to close the circuit through a transmission system to send a long or shbrt signal or sequence of signals as the case may be. The entire course is adapted to be transmitted once in one revolution of the contact carrying cylinder so that it is necessary to position the signals I II corresponding to hundreds in 'advance to the signals I02 corresponding to tens, which in turn are positioned in advance of the signals I03 corresponding to units within a single circumference (see Fig. 4) Since only oneofthe hundreds, one of the tens, and one of the unit commutator segments can' be in engagement with their respective brushes at anyone time, only one of the hundreds designations, one of the tens designations, and one of the unit designa-' tions can be transmitted in succession for any single rotation of the cylinder.

I prefer, however, to transmit not only course but also the speed of the vessel. To this end, I

have shown the controller handle I50, which governs the throttle valve or accelerator of the engines, as provided with acontact I" adapted to engage a series of contacts I5I, I52, I53, and

I50 for the different settings of the throttle.

Throttle valve I50 is designed to be controlled by wireless means (not shown) from the sending station, and the position of this valve is broadcast by means of the aforesaid contacts, one of which, for instance, may be for stop, one for onethird speed ahead, one. for two-thirds speed and one for full speed ahead. Each contact is in circuit with a relay I5I', I52, I53 and I55, each of which controls a contact in circuit with a selector switch I55. Said switch is preferably geared to the cylinder I26 so as to rotate at a slower speed, say 1 to 4, through gear I56 and pinion I51. Said-selector switch has approximately a 90. sector I58 which is silent, and another 90 sector I59 which is in series with the trolleys I03I0d and I30 so that when the trolley I55 of the switch I55 is on sector I59, the course is being transmitted for one revolution of the cylinder I26. Sector I60 is shown as in series with switch I5I", sector I6I in serieswith switch I52", sector I62 with switch I53", and sector I63 5 with switch I54". Therefore, when the trolley is on these sectors, the speed of the vessel will be transmitted. These switches are connected to two special segments I65 and I66 at the left hand end of the cylinder I26 to transmit the speed of 10 the vessel. A motor M is shown for continuously rotating the cylinder.

Each annular segmentis provided with two series of cams instead of one as is the case with the course sending segments so that for one revo- 15 lution ofthe cylinder it is possible to send out two signals, such as second and high speeds. The commutator I55 and the switches I5I", etc., however, select which segment shall be energized and which group of contacts on each segment, 20 since each sector I60, I63 is about 45 in extent and, therefore, corresponds to one half revolution of the cylinder I26. As the trolley I55 revolves, it first contacts with the silent segment I58, during which time no signal is transmitted for one 25 complete revolution of-the drum I26. It then contacts with segment I59 so that the course is transmitted once for a complete rotation of the drum I26. It then contacts with 45 segment I60.

If at that time the ship is stopped so that con- 30 tact I5! is energized, this signal will be sent out through brush I65 and one half of the segment I65. By the time the cylinder I26 turns past the half-way mark, however, to reach the second set revolutions of the cylinder I26. The impulses re- 40,

ceived from the above described arrangement may be amplified and broadcast through any suitable wireless sending set illustrated diagrammatically at I10.

In accordance with the provisions of the patent 45 statutes, I have herein described the principle and operation of my invention, together with the apparatus which I now consider to represent the best embodiment thereof, but I desire to have it understood that the apparatus shown is only 9' illustrative and that the invention can be carried out by other means. Also, while it is designed to use the various features and elements in the combination and relations described, some these may be altered and others omitted without 55 interfering with the more general results outlined, and the invention extends to such use. I

Having described my invention, what I' claim and desire to secure by Letters Patent is:

1. In a push button or impulse control for the 60 steering of ships, a course change device, means responsive to the receipt of a single electrical impulse of indeterminate durationifor starting said device in one direction, and means for stopping said device after turning through a predetermined 65 received, and means for stopping said device after turning through said angle whereby the ship's heading is changed by the same angle as said device is turned.

3. In a radio-controlled means for automatically steered ships, the combination with the usual automatic steering gear including a high speed master controller and a course changing device, of remotely controlled means for changing course including a slow speed or one to one auxiliary controller also connected to said device, radio controlled means ior turning said course changing device to thereby turn said auxiliary controller through the angle by which the course is to be changed and also the master controller in the proper ratio, and a power means governed jointly by both controllers for steering the ship.

4. In a push button control for the steering of ships, the combination with a standard automatic steering gear including a fine controller and manual course changing device, of an auxiliary coarse or self-synchronous controller geared to said fine controller, an electrical, remote control course changing device connected to said manual device, two groups of impulse responsive relays for causing said electrical device to turn the course changing device in opposite directions, and an actuating switch for each group for right and left turns, said relays operating to cause a predetermined angular turn of said device per impulse received.

5. In a radio-controlled means for steering ships from a distance, a fine controller, a coarse controller, compass means for normally operating both controllers, and wireless controlled means tor altering the relation between said compass and both of said controllers for changing course.

6. In a radio-controlled means for steering ships from a distance, a fine controller, a coarse controller, compass means for normally operating both controllers, and radio controlled means for rotating the coarse controller through the course change angle and the fine controller in proportion.

7. In a push button or impulse control for changing course in an automatically steered ship, a synchronous or coarse controller normally fixed in azimuth from a compass, and a course changing device for turning said controller through the course change angle, including means responsive to successive impulses of one kind for turning said device through a predetermined small angle in one direction for each impulse, means responsive to successivev impulses of another kind ior opposite turning of said device through a predetermined small angle for each impulse, and means for assuring the turning of said device through such angle regardless of the length of the impulse.

8. In a push button or impulse control for chan ing course in an automatically steered ship, a synchronous or coarse controller normally fixed in azimuth from a compass, and a course changing device for turning said controller through the course change angle, including means responsive to successive impulses for turning said device through a predetermined small angle per impulse, and means for assuring the turning cl.

said device through such angle regardless of the shortness of the impulse including a lock-in relay actuated upon receipt of the impulse and means for preventing the circuit completed thereby from opening until after said turning means has '5 started.

9. In a push button or impulse control for changing course in an automatically steered ship,

a synchronous or coarse controller normally fixed in azimuth from a compass, and a course changing device for turning said controller through the course change angle,,including means responsive to successive impulses for turning said device through a predetermined small angle per impulse and means for assuring the turning of said device through such angle regardless of the length of the impulse, including a primary relay,

a lock-out relay for breaking the circuit completed by the primary relay after said circuit is made, a lock-in relay closed before said circuit is broken, and means independent of said primary relay for breaking the circuit of said lock-in relay.

. 10. In a system for the remote control of crewless dirigible vehicles or other objects, a direction maintaining device on said vehicle, automatic means for steering the vehicle from said device, radio means controllable from a distance for changing the course, and radio means on said vehicle also controlled by said device for broadcasting the course of the vehicle.

11. In a system for the remote control of crewless dirigible vehicles or other objects, a direction maintaining device on said vehicle, automatic means for steering the vehicle on any predetermined course from said device, radio means controllable from a distance for changing the course through a predetermined angle, and radio means on said vehicle also controlled by said device for broadcasting the course of the vehicle.

12. In a system for the remote control of crewless dirigible vehicles or other objects, a direction maintaining device on said vehicle, automatic means for steering the vehicle from said device, radio means controllable from a distance for changing the course, radio means on said vehicle also controlled by said device for broadcasting the course of the vehicle, and radio means associated with said first-named radio means for broadcasting the speed of the vehicle.

13. In a radio-controlled means for automatically steered ships, the combination with the usual automatic steering gear including a high speed master controller and a course changing device, of remotely controlled means for changing course including a slow speed or one to one auxiliary controller also connected to said device, radio controlled means for turning said course chan ing device to thereby turn said auxiliary controller through the angle by which the course is to be changed and also the master controller in the proper ratio, and a power means governed jointly by both controllers for steering the ship, the circuit for the high speed con troller passing through the one to one controller 5 so as to be interrupted when the former exceeds the limits of self synchronism.

FREDERICK S. HODGMAN. 

